Yes Nobby as Guy says it is covered :) the engine mountings are polyurethane with far stronger brackets not the standard items, and there is enough give in the pipe, 4" diameter silicone hose is quite flexable.

Nobby wrote:Looks lovely. I'm so jealous.

Will the engine rocking back and forth buckle the airbox section or is there sufficient give in the inlet pipe/turbo hose? (ofcourse you might also have very stiff engine mounts too)

tricky wrote:Do you think there would be any issues running the rad right up close to the intercooler, in terms of heatsoak or airflow ?

We shall see, I will be taking my laser thermometer to the Dyno to take lots of heat readings (Intake, Exhaust, many places underbonnet). I will also be smoke testing the coolers and a few bits of aerodynamics, as the dyno is in a wind tunnel. I have seen 100's of cars with this sort of cooler configuration, if you notice my radiator core is about 25% bigger than the standard item so that should help. Sometimes its all about research and development well for me this method is just that. I shall be sealing between the coolers to make sure none of the thru air escapes anyway. I would add also try holding your head out of the window at 50mph you will get an idea of how much air you are going to force through the coolers because the surface area is 6 times that of your face.

One little example of how a big intercooler cools the intake charge was a few years ago on a friends Renault 5 turbo it was approximately the same size as this maybe a little smaller. The charge temp was so cold it used to freeze the carb up solid, so he had to go for injection to be able to run it.

tricky wrote:Are you planning a diferent thermosat or housing ie; a lower opening temp or high flow unit at any point ?

Check second and third pictures out for thermostat bypass AN-8 goodridge hose from old temp guage sender port to hot side of radiator (on Guys advice).

The injectors I have used are the same physical dimensions as the original Integrale Magneti Marrelli o-ring to o-ring centres and o-ring sizes themselves. I then modified the original Integrale fuel rail by Tig welding Jic 6 fittings on each end (feeds) and taking a return in the centre then making a new mounting bracket to suit the Kappa inlet.

The injectors I have sourced that match the impedance requirement of my DTA S60 ECU are Injector Dynamics ID850 from the US they are are a correctly flow matched set of basically the newer Bosch EV14 injectors with housings to match the fitment that is required. They will do 850cc @ 3 Bar fuel pressure and 1000cc @ 5 Bar.

Several reasons for my selection of these are:-

1. Match my ECU's required Impedance.
2. Even the 2000cc @ 3 bar version that is availiable of this make of injector has been proven to be capable of producing a stable tickover of 800 rpm on a 2 litre engine as the pulse time can be so short.
3. Correct fitment for my application other fitments availiable.
4. Each matched set comes with the correct information for the matched set (injector dead time) which is important to the person calibrating the engine.
5. Price is very reasonable.
6. The injector is in the end still a reliable Bosch unit its just the correct end fittings and matching is done for you (the hard work).

Here is a link to their website. There are UK distributors they seem to be mainly Japanese specialists. I purchased mine directly through the US website (with extra spare seals and filters) and they were on my doorstep in 3 days I was astounded.